Best small automatic cars in the UK
High-quality small automatic cars from rated and reviewed dealers
Last updated May 19, 2025 by
Neil Briscoe
Best small automatic cars of 2025
Fancy a small car to save on running costs and parking headaches, but don’t want to give up the comfort of an automatic? Well, here are ten small automatic cars to help you find the one that’s right for you
Not so long ago, it was hard to find a small car with an automatic gearbox. Autos were expensive to make, so smaller, cheaper cars often didn’t even get one as an option. Times have well and truly changed, though, because now it’s actually harder to find a small car that doesn’t come with an auto option.
It’s a combination that makes perfect sense. Small cars are the best cars for driving in and around town, slotting into small parking spaces, and generally being frugal and cheap to run. An automatic is the perfect gearbox for driving in town, for nipping through gaps in the traffic, and the old concerns that autos were always harder on fuel than a well-driven manual have long been defeated by technology. So here are the ten best small cars with automatic gearboxes that Carwow has tested. Pick your fave, and enjoy some effortless, affordable, motoring.
Carwow intensively tests every new car on sale, whether they’re powered by diesel, petrol, electricity, or any combination thereof, so that we can give our expert recommendations. We drive cars on the road and on the test track, and we look at the individual strengths of each model — from how smooth the gear changes are to how much (or how little) petrol, diesel, or electrons each car burns through. Have a look here to find out more about how we carry out our rigorous tests.
2025
Smart Spender Award
Highly Commended
What's good
What’s not so good
Best for: style, with some driving fun
If you want an automatic gearbox for your Clio, then you’re going to have to get the 145hp E-Tech hybrid engine. That means spending an extra £3,000 or so compared to the three-cylinder turbo petrol version, with its six-speed manual gearbox, but there are a number of benefits if you do, and we don’t just mean that you don’t have to use your left leg.
The hybrid Clio is more powerful than the petrol-only version, and potentially much more economical, especially if most of your driving is around town where the Clio Hybrid can flex its electric muscles. You can pretty easily squeeze 60mpg, sometimes even better, out of this Clio. It’s also a fun car to drive, even if it’s not quite as sparkling from behind the wheel as the now-departed Ford Fiesta. The cabin looks and feels classy, and the Clio is just as comfy and smooth as any good French car should be. Rear seat space is a bit tight, but the boot is pretty big for a car in this class, so it’s practical (even if the load lip is a bit high for heavy items). The only oddity, really, is the car’s reason for existence on this list — its automatic gearbox.
Rather than going with a conventional automatic, or a CVT as Toyota uses, Renault went for something in between. It’s actually a four-speed automatic, but because there are two — yes, two — electric motors built into it, it effectively has many more ratios. That’s great for fuel economy, but it does mean that the Clio Hybrid occasionally sounds weird, as if the engine and gearbox aren’t quite in sync with one another. You do get used to it, though, not least when you come to fill up with petrol again… Basic Evolution versions of the Clio are fairly well-equipped, and you even get nice alloy wheels. You’ll want to upgrade to the more premium-look ‘Esprit Alpine’ version, but do your sums and make sure that the extra equipment is really worth it to you.
If you want an automatic gearbox for your Clio, then you’re going to have to get the 145hp E-Tech hybrid engine. That means spending an extra £3,000 or so compared to the three-cylinder turbo petrol version, with its six-speed manual gearbox, but there are a number of benefits if you do, and we don’t just mean that you don’t have to use your left leg.
The hybrid Clio is more powerful than the petrol-only version, and potentially much more economical, especially if most of your driving is around town where the Clio Hybrid can flex its electric muscles. You can pretty easily squeeze 60mpg, sometimes even better, out of this Clio. It’s also a fun car to drive, even if it’s not quite as sparkling from behind the wheel as the now-departed Ford Fiesta. The cabin looks and feels classy, and the Clio is just as comfy and smooth as any good French car should be. Rear seat space is a bit tight, but the boot is pretty big for a car in this class, so it’s practical (even if the load lip is a bit high for heavy items). The only oddity, really, is the car’s reason for existence on this list — its automatic gearbox.
Rather than going with a conventional automatic, or a CVT as Toyota uses, Renault went for something in between. It’s actually a four-speed automatic, but because there are two — yes, two — electric motors built into it, it effectively has many more ratios. That’s great for fuel economy, but it does mean that the Clio Hybrid occasionally sounds weird, as if the engine and gearbox aren’t quite in sync with one another. You do get used to it, though, not least when you come to fill up with petrol again… Basic Evolution versions of the Clio are fairly well-equipped, and you even get nice alloy wheels. You’ll want to upgrade to the more premium-look ‘Esprit Alpine’ version, but do your sums and make sure that the extra equipment is really worth it to you.
What's good
What’s not so good
Best for: cheerful cheapness
As with the Renault Clio, if you want an automatic gearbox for your Citroen C3, then you’ll have to buy the hybrid version. Unlike the Renault, the C3’s hybrid isn’t a full-on, Toyota-style hybrid, but instead is a 1.2-litre three-cylinder petrol engine with a small electric motor and a hybrid system that’s closer to being a mild hybrid than anything else. Still, it’s impressively economical, with 60mpg pretty easy to do, and the six-speed automatic gearbox is a more conventional thing than the Renault’s slightly oddball unit. You also get a bonus 10hp, for a total 110hp, compared to the basic 1.2 manual version of the C3.
Of course, there’s also another option if you want the smallest Citroen with an automatic gearbox — you could get the all-electric e-C3. That doesn’t really have a gearbox as such, but of course it drives just like a regular automatic, only smoother. The 44kWh battery gives you a theoretical range of up to 199 miles, and there’s a cheaper version coming soon with a smaller battery and a range of around 120 miles if you’re a seriously low-mileage driver. The C3 in hybrid form is a good bit cheaper to buy than the Clio Hybrid, which is helpful if you’re on a tight budget, and thanks to that slightly boxy and upright body, it’s roomy inside with a decent 310 litre boot.
However, it also feels much, much cheaper inside than the classier Renault, and you can easily see how Citroen has managed to land the C3 at such a bargain price tag — the plastics alone tell you that story. Even so, the cabin’s not bad, with comfy seats and neat digital instruments. The soft suspension is great around town, where it rides over bumps in great comfort, but less so on motorways (the C3 doesn’t like crosswinds) and on twisty roads (lifeless steering, lots of body roll).
As with the Renault Clio, if you want an automatic gearbox for your Citroen C3, then you’ll have to buy the hybrid version. Unlike the Renault, the C3’s hybrid isn’t a full-on, Toyota-style hybrid, but instead is a 1.2-litre three-cylinder petrol engine with a small electric motor and a hybrid system that’s closer to being a mild hybrid than anything else. Still, it’s impressively economical, with 60mpg pretty easy to do, and the six-speed automatic gearbox is a more conventional thing than the Renault’s slightly oddball unit. You also get a bonus 10hp, for a total 110hp, compared to the basic 1.2 manual version of the C3.
Of course, there’s also another option if you want the smallest Citroen with an automatic gearbox — you could get the all-electric e-C3. That doesn’t really have a gearbox as such, but of course it drives just like a regular automatic, only smoother. The 44kWh battery gives you a theoretical range of up to 199 miles, and there’s a cheaper version coming soon with a smaller battery and a range of around 120 miles if you’re a seriously low-mileage driver. The C3 in hybrid form is a good bit cheaper to buy than the Clio Hybrid, which is helpful if you’re on a tight budget, and thanks to that slightly boxy and upright body, it’s roomy inside with a decent 310 litre boot.
However, it also feels much, much cheaper inside than the classier Renault, and you can easily see how Citroen has managed to land the C3 at such a bargain price tag — the plastics alone tell you that story. Even so, the cabin’s not bad, with comfy seats and neat digital instruments. The soft suspension is great around town, where it rides over bumps in great comfort, but less so on motorways (the C3 doesn’t like crosswinds) and on twisty roads (lifeless steering, lots of body roll).
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What's good
What’s not so good
Best for: subtle quality
The Fabia has managed to pull that old Skoda trick of being a better car than the Volkswagen on which it’s based. That’s in spite of it being more expensive than it once was. The Fabia was, for many years, a byword for affordability, but now there are several alternatives which have cheaper price tags. Indeed, you have to spend almost as much on the cheapest Fabia automatic, with its entirely conventional 116hp 1.0-litre three-cylinder turbo petrol engine, as you do to get the hybrid versions of some rivals.
So why do we think that the Fabia is so good? Because it’s classy, and understated. At a time when so many cars have to swing for the boundary with over the top styling, the Fabia is pleasingly simple and understated. Inside, it actually has a cabin that looks smarter and more interesting than that of the Polo with which it shares all of its parts. The actual quality of the materials isn’t as good as you get in the Volkswagen, but the round air vents and the slim spar that runs across the width of the dash look more interesting.
There’s plenty of space too, even if the back seats aren’t the roomiest that you’ll find. The boot makes up for that though, with a massive 380 litres of space, more than any other car in its class, and actually as much space as you get in the much more expensive VW Golf. So it’s sensible and practical — so far, so Skoda. Is it fun to drive, though? Errr… sort of.
The Fabia makes the most of being fairly small, fairly light, and with a sweet little rev-happy engine. The seven-speed dual-clutch automatic gearbox isn’t as smooth and sharp as it used to be, but it’s still good enough for the job, and the Fabia is impressively economical. You can chuck it around happily on a twisty road, even if you’d never actually call it sporty, but it’s best in town where you can make the most of that small size and tight turning circle.
The Fabia has managed to pull that old Skoda trick of being a better car than the Volkswagen on which it’s based. That’s in spite of it being more expensive than it once was. The Fabia was, for many years, a byword for affordability, but now there are several alternatives which have cheaper price tags. Indeed, you have to spend almost as much on the cheapest Fabia automatic, with its entirely conventional 116hp 1.0-litre three-cylinder turbo petrol engine, as you do to get the hybrid versions of some rivals.
So why do we think that the Fabia is so good? Because it’s classy, and understated. At a time when so many cars have to swing for the boundary with over the top styling, the Fabia is pleasingly simple and understated. Inside, it actually has a cabin that looks smarter and more interesting than that of the Polo with which it shares all of its parts. The actual quality of the materials isn’t as good as you get in the Volkswagen, but the round air vents and the slim spar that runs across the width of the dash look more interesting.
There’s plenty of space too, even if the back seats aren’t the roomiest that you’ll find. The boot makes up for that though, with a massive 380 litres of space, more than any other car in its class, and actually as much space as you get in the much more expensive VW Golf. So it’s sensible and practical — so far, so Skoda. Is it fun to drive, though? Errr… sort of.
The Fabia makes the most of being fairly small, fairly light, and with a sweet little rev-happy engine. The seven-speed dual-clutch automatic gearbox isn’t as smooth and sharp as it used to be, but it’s still good enough for the job, and the Fabia is impressively economical. You can chuck it around happily on a twisty road, even if you’d never actually call it sporty, but it’s best in town where you can make the most of that small size and tight turning circle.
2025
Urban Living Award
Highly Commended
What's good
What’s not so good
Best for: proper old-fashioned fun
The Mini, ever since the brand and the car was relaunched by BMW in 2001, has not been the cheapest small car you can buy, nor the roomiest, nor even the most economical most of the time. But it has been pretty much the most fun to drive, and that is something that continues with the latest petrol-engined versions of the Mini hatchback, the Cooper C and the Cooper S. Both come with a standard-fit automatic gearbox, so there’s no need to go diving into the options list, which is good.
What’s less good is that basic versions don’t get a Sport mode for that gearbox, and manual paddle-shifts are a cost extra, which is not what you want from a car that’s supposed to be built around driving fun. The basic 1.5-litre turbo Cooper C has plenty of performance, but it can feel a little wheezy at times. For serious fun, trade up to the 204hp 2.0-litre Cooper S version, which is fast and fun in all the right ways.
We love the dinner-plate sized combo touchscreen and instrument panel, and the interior at long last feels like it’s kept up with the price. If you want to take the electric plunge, there is of course the option of the all-electric Mini Cooper E and Cooper SE, with up to 250 miles of range (although a good bit less in real-world driving).
The Mini, ever since the brand and the car was relaunched by BMW in 2001, has not been the cheapest small car you can buy, nor the roomiest, nor even the most economical most of the time. But it has been pretty much the most fun to drive, and that is something that continues with the latest petrol-engined versions of the Mini hatchback, the Cooper C and the Cooper S. Both come with a standard-fit automatic gearbox, so there’s no need to go diving into the options list, which is good.
What’s less good is that basic versions don’t get a Sport mode for that gearbox, and manual paddle-shifts are a cost extra, which is not what you want from a car that’s supposed to be built around driving fun. The basic 1.5-litre turbo Cooper C has plenty of performance, but it can feel a little wheezy at times. For serious fun, trade up to the 204hp 2.0-litre Cooper S version, which is fast and fun in all the right ways.
We love the dinner-plate sized combo touchscreen and instrument panel, and the interior at long last feels like it’s kept up with the price. If you want to take the electric plunge, there is of course the option of the all-electric Mini Cooper E and Cooper SE, with up to 250 miles of range (although a good bit less in real-world driving).
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Best for: affordable hybrid power
Most car companies will charge you extra for the hybrid versions of their small cars, but MG sells the fully hybrid MG3 for less than the price that most others ask for the basic petrol-only versions of their cars. That makes the MG3 Hybrid+ impressively affordable, and not only that, it has way more power than its alternatives. A Toyota Yaris Hybrid has only 130hp, a Renault Clio 145hp. The MG3? 194hp — that’s proper old-school hot hatch power.
Sadly, the MG3 never quite feels as if it’s actually delivering all that oomph. It’s not slow — 0-60mph takes just under eight seconds — but neither does it feel like some sort of rally-stage refugee dressed up as a frugal hybrid. We’re not sure where all that 194hp goes, but not all of it is reaching the tyres all of the time, that’s for sure. It’s also not quite as efficient as some of the other cars here, and while MG says it will do 64mpg, closer to 50mpg is more like it. Not bad, but not all that brilliant either.
The interior is also disappointingly cheap. With the likes of the Cyberster and the new HS, MG seemed to have taken a bit of a leap forward in cabin design, but the MG3 feels more like older, cheaper MG models and the number of bings and bongs warning you about speed and distracted driving are probably the most distracting things possible when you are driving.
Most car companies will charge you extra for the hybrid versions of their small cars, but MG sells the fully hybrid MG3 for less than the price that most others ask for the basic petrol-only versions of their cars. That makes the MG3 Hybrid+ impressively affordable, and not only that, it has way more power than its alternatives. A Toyota Yaris Hybrid has only 130hp, a Renault Clio 145hp. The MG3? 194hp — that’s proper old-school hot hatch power.
Sadly, the MG3 never quite feels as if it’s actually delivering all that oomph. It’s not slow — 0-60mph takes just under eight seconds — but neither does it feel like some sort of rally-stage refugee dressed up as a frugal hybrid. We’re not sure where all that 194hp goes, but not all of it is reaching the tyres all of the time, that’s for sure. It’s also not quite as efficient as some of the other cars here, and while MG says it will do 64mpg, closer to 50mpg is more like it. Not bad, but not all that brilliant either.
The interior is also disappointingly cheap. With the likes of the Cyberster and the new HS, MG seemed to have taken a bit of a leap forward in cabin design, but the MG3 feels more like older, cheaper MG models and the number of bings and bongs warning you about speed and distracted driving are probably the most distracting things possible when you are driving.
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Best for: value
The only reason you’d buy a Dacia Sandero is how cheap it is, right? Well, that might have been true of the first couple of generations of Sandero, but the second-smallest-and-cheapest Dacia (the all-electric Spring is smaller and cheaper) has now evolved to the point where that’s not entirely the case. It’s a good looking car now, with lines that could make you think it’s actually a Volkswagen Polo from some angles.
The cabin’s still full of cheap plastics, but they seem less offensive than before. Basic versions don’t even get a touchscreen, but to be honest the clamp that Dacia fits to turn your smartphone into the car’s screen is actually probably a better idea anyway. To get an automatic, though, you have to spend big.
Well, big in Dacia terms anyway, as the only auto option in the Sandero lineup is the TCe 90 version in high-spec Journey trim. That means paying £16,000-odd, which is a full £1,500 more than the basic Essential Sandero(!). Still cheaper than pretty much every other car here, of course. To drive? The Sandero is fine.
It’s not going to provide too many thrills going around corners, but it’s comfy and competent, and that little three-cylinder turbo engine is economical. One of the few cars where you really do get what you pay for.
The only reason you’d buy a Dacia Sandero is how cheap it is, right? Well, that might have been true of the first couple of generations of Sandero, but the second-smallest-and-cheapest Dacia (the all-electric Spring is smaller and cheaper) has now evolved to the point where that’s not entirely the case. It’s a good looking car now, with lines that could make you think it’s actually a Volkswagen Polo from some angles.
The cabin’s still full of cheap plastics, but they seem less offensive than before. Basic versions don’t even get a touchscreen, but to be honest the clamp that Dacia fits to turn your smartphone into the car’s screen is actually probably a better idea anyway. To get an automatic, though, you have to spend big.
Well, big in Dacia terms anyway, as the only auto option in the Sandero lineup is the TCe 90 version in high-spec Journey trim. That means paying £16,000-odd, which is a full £1,500 more than the basic Essential Sandero(!). Still cheaper than pretty much every other car here, of course. To drive? The Sandero is fine.
It’s not going to provide too many thrills going around corners, but it’s comfy and competent, and that little three-cylinder turbo engine is economical. One of the few cars where you really do get what you pay for.
Best for: electric excitement
Electric cars are all boring, right? Mundane, predictable, porridge. Well, not quite… This new Renault 5 E-Tech might be leaning incredibly hard on the nostalgia button, but it’s a button we’re quite happy to have pressed. Those oh-so-eighties looks have been cleverly updated for the 21st century, and it’s easily one of the best-looking new cars around.
That’s true of the cabin too, with some delightful retro touches on the dashboard and funky trim on the seats. What’s less delightful are the profusion of column stalks (three on one side — gear shifter, wipers, stereo controls) and a slightly squashy look to the ten-inch touchscreen. Oh, and adults just don’t fit in the back seat. None of which you’ll care about when you start driving the 5, as it’s zippy, engaging, and properly good fun. 150hp isn’t quite enough to qualify it as a hot hatch, but it’s more enjoyable to drive than lots of supposedly sportier cars.
A maximum 250 mile range is more like 200 miles in the real world, but that’s just about enough. Never mind the range, though, concentrate instead on the cool touches, such as the illuminated number 5 on the bonnet that tells you how much charge is in the battery, to the baguette holder that clips onto the dashboard.
Electric cars are all boring, right? Mundane, predictable, porridge. Well, not quite… This new Renault 5 E-Tech might be leaning incredibly hard on the nostalgia button, but it’s a button we’re quite happy to have pressed. Those oh-so-eighties looks have been cleverly updated for the 21st century, and it’s easily one of the best-looking new cars around.
That’s true of the cabin too, with some delightful retro touches on the dashboard and funky trim on the seats. What’s less delightful are the profusion of column stalks (three on one side — gear shifter, wipers, stereo controls) and a slightly squashy look to the ten-inch touchscreen. Oh, and adults just don’t fit in the back seat. None of which you’ll care about when you start driving the 5, as it’s zippy, engaging, and properly good fun. 150hp isn’t quite enough to qualify it as a hot hatch, but it’s more enjoyable to drive than lots of supposedly sportier cars.
A maximum 250 mile range is more like 200 miles in the real world, but that’s just about enough. Never mind the range, though, concentrate instead on the cool touches, such as the illuminated number 5 on the bonnet that tells you how much charge is in the battery, to the baguette holder that clips onto the dashboard.
2025
Urban Living Award
Highly Commended
Battery range up to 229 miles
What's good
What’s not so good
Best for: Quirky practicality
The little Hyundai Inster is, without question, one of the most interesting electric cars yet to go on sale. That’s not to say it’s perfect, but it’s certainly interesting. That starts with the exterior styling which mixed the body of Hyundai’s Korea-only Casper small SUV with the ‘Pixel’ light look from the Ioniq 5 and Ioniq 6.
Then there’s the interior, which mixes cheap and cheerful materials with a high-tech touchscreen, and lots of space — as long as you remember to slide the back seat all the way back (the basic model doesn’t get that adjustable back seat, though). It’s not the longest-range EV around, but 229 miles for the bigger battery version is OK, and the price is competitive, even if it’s not quite as affordable as Citroen’s e-C3. Still, the little Inster gives you impressive all-electric performance for about the same price as most people’s basic petrol hatchbacks.
Fun to drive? Sort of — it’s small and zippy, but the brakes are grabby and it’s nowhere near as much fun to drive as the Renault 5 E-Tech. It is more practical, overall, than the Renault as at least you get to choose between boot space and rear seat room, and the taller roof makes loading large items that bit easier. Plus, you’ve got the reassurance of Hyundai’s excellent unlimited mileage warranty.
The little Hyundai Inster is, without question, one of the most interesting electric cars yet to go on sale. That’s not to say it’s perfect, but it’s certainly interesting. That starts with the exterior styling which mixed the body of Hyundai’s Korea-only Casper small SUV with the ‘Pixel’ light look from the Ioniq 5 and Ioniq 6.
Then there’s the interior, which mixes cheap and cheerful materials with a high-tech touchscreen, and lots of space — as long as you remember to slide the back seat all the way back (the basic model doesn’t get that adjustable back seat, though). It’s not the longest-range EV around, but 229 miles for the bigger battery version is OK, and the price is competitive, even if it’s not quite as affordable as Citroen’s e-C3. Still, the little Inster gives you impressive all-electric performance for about the same price as most people’s basic petrol hatchbacks.
Fun to drive? Sort of — it’s small and zippy, but the brakes are grabby and it’s nowhere near as much fun to drive as the Renault 5 E-Tech. It is more practical, overall, than the Renault as at least you get to choose between boot space and rear seat room, and the taller roof makes loading large items that bit easier. Plus, you’ve got the reassurance of Hyundai’s excellent unlimited mileage warranty.
2025
Urban Living Award
What's good
What’s not so good
Best for: being nicer than a standard Yaris
The regular Toyota Yaris Hybrid is nice enough — it’s good to drive, well-made, and very economical, but it’s small in the back, has a tiny boot, and isn’t the best-looking car around. How can we fix all of those things? Well, you can fix them by buying a Toyota Yaris Cross, which takes all that’s good about the Yaris hatch, and bungs it into a roomier, slightly taller SUV-ish body, but which doesn’t forget to be fun to drive and very frugal. Oh, and it’s even cute to look at.
The odd thing is that we call this a small car, and it is, but it’s actually the same length as the original 1990s RAV4, which just goes to show how massive cars have become in the past 30 years. The Yaris Cross isn’t huge inside, but it’s roomy for four, has a decent 400 litre boot, and will top 60mpg if you drive it gently. It’s even quite good fun from behind the wheel, and has Toyota’s usual indestructible quality.
There is a sporty-looking GR Sport version, which looks a little meaner and moodier, but it’s like dressing a kitten in a Batman costume, so really you’re better off with the standard versions. The CVT automatic gearbox is much improved too, letting the engine rev and whine much less than it used to.
The regular Toyota Yaris Hybrid is nice enough — it’s good to drive, well-made, and very economical, but it’s small in the back, has a tiny boot, and isn’t the best-looking car around. How can we fix all of those things? Well, you can fix them by buying a Toyota Yaris Cross, which takes all that’s good about the Yaris hatch, and bungs it into a roomier, slightly taller SUV-ish body, but which doesn’t forget to be fun to drive and very frugal. Oh, and it’s even cute to look at.
The odd thing is that we call this a small car, and it is, but it’s actually the same length as the original 1990s RAV4, which just goes to show how massive cars have become in the past 30 years. The Yaris Cross isn’t huge inside, but it’s roomy for four, has a decent 400 litre boot, and will top 60mpg if you drive it gently. It’s even quite good fun from behind the wheel, and has Toyota’s usual indestructible quality.
There is a sporty-looking GR Sport version, which looks a little meaner and moodier, but it’s like dressing a kitten in a Batman costume, so really you’re better off with the standard versions. The CVT automatic gearbox is much improved too, letting the engine rev and whine much less than it used to.
What's good
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Best for: being sensible
We’ve already said that the Skoda Fabia makes for a better Volkswagen Polo than the actual Polo. So why is the actual Polo on this list? Well, because it’s so darned sensible… OK, so the cabin doesn’t look as interesting as that of the Fabia, but then have a feel of the Volkswagen’s plastics. They’re way nicer and feel more solid.
There’s plenty of space, with adult-friendly room in the back seats, and if the boot is smaller than that of the Skoda — 350 litres versus 380 litres — then it’s still sufficient for most purposes. Is it thrilling to drive? No, not at all, but it’s smooth and soothing, and knocks off a long journey way better than you might think.
The seven-speed DSG dual-clutch gearbox isn’t quite the unstoppably brilliant thing that it was, but it’s still perfectly good, and the 1.0-litre turbo petrol engine is frugal and zippy. Small enough to feel nippy in town, but still has that Polo ‘Big Car’ feel that makes motorway journeys painless. As good as the Fabia? Not quite, but still a terrific all-rounder.
We’ve already said that the Skoda Fabia makes for a better Volkswagen Polo than the actual Polo. So why is the actual Polo on this list? Well, because it’s so darned sensible… OK, so the cabin doesn’t look as interesting as that of the Fabia, but then have a feel of the Volkswagen’s plastics. They’re way nicer and feel more solid.
There’s plenty of space, with adult-friendly room in the back seats, and if the boot is smaller than that of the Skoda — 350 litres versus 380 litres — then it’s still sufficient for most purposes. Is it thrilling to drive? No, not at all, but it’s smooth and soothing, and knocks off a long journey way better than you might think.
The seven-speed DSG dual-clutch gearbox isn’t quite the unstoppably brilliant thing that it was, but it’s still perfectly good, and the 1.0-litre turbo petrol engine is frugal and zippy. Small enough to feel nippy in town, but still has that Polo ‘Big Car’ feel that makes motorway journeys painless. As good as the Fabia? Not quite, but still a terrific all-rounder.
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How to choose the right small automatic car for you
The first thing you need to ask yourself is just how much you really need or want an automatic. While automatic small cars are far more prevalent these days, they still are more expensive than their manual-gearbox versions (with the exceptions of the electric cars listed here, and the Mini which comes only with an auto box). You’ll have to spend extra, usually between £1,500 and £3,000 to get the auto, so work out if you’re prepared to pay that, and can afford it.
Next you need to work out what kind of automatic you need. Fancy going electric? You’ll need a driveway at home for a charging point to make that really cost-effective, and none of the cars here have a range of more than 250 miles, and they’ll do less than that in the real world, so work out if that suits your lifestyle.
Hybrid models can offer a better balance of usability and low running costs, but don’t count out the likes of the small turbo petrol cars, such as the Fabia and Polo — they can be expensive to tax for their first year, but they’re very economical, and good for long journeys.
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- GT Cars
- Hatchbacks
- Hot Hatches
- Hybrid Cars
- Luxury Cars
- MPVs
- Medium-sized Cars
- Most Economical Cars
- Motability Cars
- SUVs
- Saloon Cars
- Small Cars
- Sports Cars
- Superminis